Electric railway-signal



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o. L. RENRBW. ELECTRIC RAILWAY SIGNAL. No. 805,788. A Patented June 14,1898.

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.0. L. RENREW. ELECTRIG RAILWAY SIGNAL.

No. 605,798. Patented June 1 4, 1898.

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C. L. RENREW. ELECT-RIG RAILWAY SIGNAL,

No. 605,798. I Patented June 14,1898.

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f M I QJQVV 1H: mams PETERS co. PHoTo-LTHO, WASHINGTON, D, c.

' UNITED aSTA-TES "PATENT @Erica CHARLEsL. RENREW, or EAsT WINDSOR, CONNECTICUT.

ELECTRIC RAILWAY-SIG NAL.

SPECIFICATIN forming partof Letters Patent No. 605,798, dated June 14, 1898.

Application iled March 2, 1897.

, Signals; and I do hereby declare the follow-A ing specification, taken in connection with the accompanying drawings, forming a part of the same, togbe a full, clear, and exact description thereof. l v This invention relates to that class'ot' railway-signals which are used to warn a person,

usually the engineer, upon one railway-vehicleof thepresence of another vehicle or obstruction upon the same track; and its object is to provide a system which will be simple and efficient in construction,and which will enable an engineer to determine whether the other train or lvehicle is running in the samedirection in which his train is running or in an opposite direction, and which will also enable him whenthe trains are running in opposite directions to tell whether the other train is in thefront or rear. I This object isl accomplished by providing two conductors, one of which may be the railway-rail, insulated from each other, and providing the railway-vehicles, preferably the engines, with two electric generators, which are connected in series through electrical connection with said conductors, one or more electric indicators being connected with each of said generators; Any form of generator may be used; but it is preferred to use a generator in the form of a dynamo and to connect said dynamo to a wind-wheel which is driven by the currentof air produced by the motion of the vehicle.

The invention also includes certain other details and combinations, as will be more fully described, and set forth in the claims.

are details of the devices for connecting the generatorwith the conductors. Fig. 6 is a detail of the generator. Fig. 7` is' a detail stanno. 625,711. (No model.)

showing the portable alarm and the manner of connecting the same to the conductors. Figs. 8 and 9 are details showing the brackets for supporting the conductors. Figs.' 10 and 11 are views showing a car provided with means for completing a circuit between con- Referring to the diagram shown in Fig. 1, a b represent two conductors properly insulated from each other and extending along Each engine is provided with two electric generators,

(indicated in the diagram as batteries 6 12.) The generator 6 has its positive pole connected with one oil-the conductors a b by means of a wire 7 and has its negative pole connected with the other of said conductors by means of the wire 9. An electric indicator 8, consisting in the form shown of a magnet and its armature, is insertedin the wire 7, and a second indicator, consisting in the form shown of an electric bell, is inserted in the wire 9. The circuit-breaker 10 is also inserted inthe wire 9 for the purpose of breaking the circuit to cut out the' generator 6. The generator 12l has its positivepole connected with 'the conductor to which the wire 9 is Connected'by means of a wire 15, in which is inserted an electric indicator 16,

.similar to indicator S, and a circuitsbreaker 17, similar to circuit-breaker lO. The negative pole of generator 12 is connected with the conductor to which the wire 7 is connected by means ofa wire 13, in which is inserted an electric indicator 14, similar to indicator l1. In the following description the generator 6 and the wiring connecting said generator with the conductors a b w-ill be termed rear circuit, and the generator 12 and wire connecting the same with the con` ductors will be termed the' front Circuit. It will be seen from the above description that the generators 6 12 are connected in series through the conductors a b and that a IOO current is constantly passing through both the rearand front circuits except at the times when the circuits are broken by means of the circuit-breakers 10 or 17. The indicators, however, are so constructed that the current due to the generators C and 12 is not suflicient to operate said indicators, and the indicators are also so constructed that it requires a greater current to operate the indicators 11 1l than is required to operate the indicators S 1li.

In using this system it will be the duty of each engineer to break the rear circuit at frequent intervals and the operation will be as follows: Supposing a second engine, No. 2, is upon the same track with engine No. 1 and is provided with signaling devices similar to No. 1, then when the rear circuit in No. l is broken the current from generator 12 will pass down the wire 15 along the conductora and up the wire 9 of No. 2, thus increasing the amount of current which passes through the rear circuit of engine No. 2. The increase in the current passing through the rear circuit of engine No. 2 will depend upon the distance between the engines Nos. 1 and 2, and by regulating the resistance of the circuits and of conductors a Z) and also the amount of current produced by the generators the distance that the engines must be from each other when this addition to the current of the rear circuit in the engine No. 2 is sufticient to operate the indicator Sin said circuit may be regulated as desired. If the engines are within this prescribed distance when the engineer in No. 1 breaks the rear circuit, the rear indicator S will beoperated in engine No. 2 and when the engineer in engine No. 2 breaks his rear circuit the rear indicator 8 in engine No. l will be operated. Then the rear indicator is operated, therefore, the engineer in that engine is informed that there is another engine upon the same track and moving in the same direction in which his engine is moving. He is not informed, however, whether or not the engine is in the front or the rear.

The operation above described will be repeated at frequent intervals, and if the engines approach dangerously near to each other the increase of current through t-he circuits, duc to the cutting out of a generator in the other engine, will be sufficient to operate the indicators ll.

Supposing now that two engines upon the same track are approaching' each other, as engines 2 and 3, then when the engineer in engine No. 2 breaks the rear circuit the front indicator 16 in engine No. 3 will be operated if the engines are sufficiently near to each other, and when the engineer in engine No. 3 breaks the rear circuit in his engine the front indicator 1G in engine No. 2 will be operated, and as these operations are repeated the front indicators will continue to be operated and the engineers know, therefore, that there is another engine upon the same track with their engine and that said engine is moving, since the forward indicator only is operated, in the direction opposite to the direction in which they are moving. If after an interval the indicators ll as well as indicators 16 are operated, each engineer then knows that the other engine upon the track is in front of him and he will therefore immediately stop his engine. It two engines were upon the same track and moving away from each other, as engines 3 and 4;, then the front indicators 16 would be operated as in the preceding case; but as the engines would be moving away from each other the indicators would cease to be operated after an interval and each engineer would know that the alarm sounded was from an engine which was moving in the opposite direction and away from his engine. It will thus be seen that when two engines are upon the same track and running in opposite directions the engineers are warned when the engines are dangerously near each other by the operation of the front indicator, and they are also enabled to tell whether the other engine is in the front or rear by reason of the fact that if the engine is in front the second indicator in the front circuit will be operated shortly after the first indicator is operated, while if the engine is in the rear the first indicator will soon cease to be operated. In case the two engines are running in the same direction the engineers are warned when they are dangerously near each other by the operation of the rear indicator, but are not informed whether the other engine is in the front or rear. In case any engine is running backward then the indicators 1G and 1l in that engine will become the rear indicators and their circuit the rear circuit, and the indicators S and 1l will become the front indicators for that engine, and in such engine it will be the duty of the engineer to break the circuit at l-that is, the rear circuit of that engine-at frequent intervals-that is to say, the terms front an( rear7 apply to thc direction in which the engine is running upon the road-bed rather than to the ends of the engine.

Any suitable form of indicators may be used in this system, but it is preferred to use the form shown in Fig. 2. As shown in said iigure, the indicators S 16 consist of electromagnets 1S and armatures 19, which are normally held away from said magnets, and it is preferred to connect the armatures of the magnets 1S by means of a single spring 20, so that the tension upon each of said armatures may be the same. When in its normal position, the end of armature l!) lies behind a screen 21, secured to the base-plate upon which the indicator is mounted, and this screen, as well as the base-plate and the magnet 1S, is preterably black, as is also all of the armature 19 except that part which lies behind the screen 2l. This portion of the armature 19 is preferably white, so that when the armature is attracted-by the magnet its white portion will IOO IIO

move from behindthe screen 2l'and will bev -to use electric bells for these auxiliary indicators and to use a differentftoned bell in the rear circuit from that rusedin the front cir- 16 that the current produced by the two generators will not be sufficient to operate these indicators these indicators may be, if desired,

so constructed. that the current from one of the generators will be sufficient to operate the same. With this construction of indicators when the rear circuit is broken and there .is no engineor other obstruction upon the track which completes the circuit between the conductors cr b there Will be no current passing through either the vfrontor rear circuit Aand indicators 8 16 would cease to be operative-thatis to say, in the form shown in Fig. 2 the armatures 19 will fall away from their-magnets. If there is another engine upon the track, however, or some obstruction whichcornpletes the circuit betweenv a b,

' there Will be a current through the front cir.-

cuit when .the rear circuit is broken and in'- dicator 16 of the front circuit will remain in its normal position, thus showing the engi-` neer that there is an obstruction upon the track. If the obstruction is an engine-upon anothertrain and is dangerously near, then .the indicators 11 14 will be operated in the same manner as above described with relation to the construction in which the current generated by the two generatorsis not suffi'-` cient to operate the indicators 8 16.

In connection with thesystein in which the indicators'S 16 are so constructed that they will be Operated by the current of one generator the cars may be equipped with devices for completi-ng the circuit between `the con-' the coupling is in position tofcouplethe car the contact device will be out of engagement with the conductors a b; but when saidl .coupling is thrown into inoperative position the devices 60 will engage the conductors (1 f b and complete the circuit between said conductors through t-he iron-Work of the car.

Any suitable form of circuit-breaker may be used in the above system; but it is preferred to use the form of breaker shown in Fig; 2, which consisisof a cylinder mounted in suitable bearings and having portions of its periphery provided with the metallic coverings 23 24, insulated from eachfother. The

coverings 23 24 are provided with recesses 25 26, in which are placed insulating material. -Brushes 27 28 are connected to the Wires 9 15, which-brushes bear upon the coverings 234 24, respectively. A brush 29 also bears upon the covering 23 and is in position to engage the insulating material 25 when the cylinder 22 is turned into the proper position. A wire leads from said brush 29 to one of the conductors a b. Al similar brush 30 bears upon the covering 24 and is in position to be engaged by the insulating material 26 when the cylinder 22 is turned into proper position, and said brush is connected with one of the conductors a h by a suitable wire. By oscillating the cylinder 22 backward and forward Within certain-limits vthe rear circuit may be broken and closed intermittently, while the front circuit remains closed, and by giving the cylinder 22 a further movement the front circuit may be broken, while the rear circuit vremains closed. Any suitable means maybe system; but itis preferred to use the form ofgeneratcr illustratedin Figs. 3 and 6 and to drive said generator. bylthe means shown. As shownA in said gures, the generator consists'of a 'small dynamo 3l, suitably mounted v upon the engine, and shaft 32 of said dynamo IOO isextended and has secured thereto a Wind- Wheel 33, inclosed in a suitable open-ended casing 34. When the engine is in motion, a current of air is forced through the casing 34 and acts .upon the wind-wheel 33, thus driving the dynamo 3l and generating a current `of electricity, which passes from the brushes of the dynamo through the circuits indicated by the diagram Fig. 1.

The wires 7, 9, 13, and 15 may be connected withV the conductors a b by-anyy suitable devices, and in Figs. 3 and 4 is shown one manner of connecting said wires with said conductors. As shown in said figures, the ends of the wires are connected to slides 35, which are suitably insulated and carry at their lower end trolleys 36, which run upon said conductors. The slide 35 passes through a guide`37 and has a slight lateral play therein, so that the trolley 36 may adapt itself to lateral variations in the conductors a b. The upper end of the slide 35 is slotted at 38, and a pin 39`passes through said slot and serves to guide the slide 35, while allowing vertical play of said slide, so that the t-rolley 36 may accommodate itself to vertical variations in the conductors.

As the conductors a b in the form shown project slightly above the tops of the railwayrails, it is necessary at certain points-as, for instance, at grade crossings-to interrupt the conductors and to conduct the current at these points across the interruptions by means IIO of wires below the surface of the ground, and means are therefore provided for centering the trolleys 3G when said trolleys pass from the end of one of the conductors, so that the said Itrolley will be in the correct position to engage the end of the conductor at the other side of the interruption. This means in the form shown consists of a pin 40, projecting into an inverted-V-shaped recess Il in the slide 35. Then the trolley 36 passes from the end of one of the conductors, the slide 35 drops downward and the pin -l-O engages the point of the V-shaped recess il, thus holding the trolley in its central position. The slides 35 may be mounted upon any suitable part of the engine and are shown as mounted upon the forward trucks, the end of the front circuit being connected to the slide at the front of the trucks and the end of the rear circuit being connected to the trolleys at the rear of the trucks.

The conductors a b may be arranged in any suitable manner and may be supported by any suitable devices, care being taken that said conductors are insulated from each other, and, il desired, the railway-rails may be used as one of said conductors. It is preferred, however, to use two conductors independent of the rails of the railway and to mount said conductors outside of the railway-rails and in a slightly higher plane, and it is also preferred to mount said conductors in brackets secured to the railway-rails, and in Figs. S and 9 the preferred form of bracket for so supporting said conductors is shown. The conductor d is secured in the jaws of a support 42 by means of bolt 43, the support 42 being provided with a screw-threaded stud ist, which passes down through the bracket i5. The stud 4i is surrounded by an insulating-sleeve 46 and is held in position by means of two nuts i7 48, one above and one below the bracket 45, an i1isulatingwasher i9 being interposed between the nut 1S and the bracket l5. The bracket t5 is provided with a clamp for engaging the railway-rail c. One jaw, 50, of the clamp is formed upon an arm 5l, extending fronr the bracket 45, and the other jaw, 52, is guided upon lugs 53, projecting from the sides of arm 5l, and is forced against the side of the rail c by means of a bolt 5l. A check-nut 55 serves to hold the bolt 5t in its adjusted position. A water-guard 5G is inserted between the nut i7 and the sleeve 4G and serves to prevent collection of water about the insulation, which collection of water might forni a connection between the nut 4:7 and the bracket 45, and thus ground the conductor a. This waterguard consists of a circular washer which is bent upward at its inner end and serves to conduct the water beyond the end and sides of the bracket i5.

In order that section-men or other persons working upon the road-bed may be warned of the approach of an engine or train, a portable indicator is provided, the preferred forni of which is shown in Fig. 7. As shown in said figure, the indicator consists of an electric bell 57, mounted upon a suitable standard 5S and provided with wires which are connected at their outer ends with clamps 59, constructed to be secured to the conductors d Z1. This indicator is connected to the conductors d b, as shown in Fig. 7, and upon the approach of a train the current of electricity will pass from the generators on the engine through the electric bell 57 and ring said bell, thus warning the men at work upon the road-bed.

Vhat I claim as my invention, and desire to secure by Letters Patent, is-

l. In a railway signal system, a railwayvehicle provided with two branch circuits, each containing a generator and an indicating device, the branches being connected into complete circuit with the generators in series through the conductors, and the indicating devices requiring more current to operate them than is generated by the generators, substantially as described.

2. In a railway signal system, a railwayvehicle provided with two branch circuits, each containing a generator and an indicating device, the branches being connected into complete circuit with the generators in series' through the conductors, and the indicating devices requiring more current to operate them than is generated by the generators, and a circuit-breaker for cutting out one of said generators substantially as described.

3. In a railway signal system, the combination of two conductors suitably insulated, of a railway-vehicle, two generators on said Vehicle, connections from each of said generators to said conductors arranged to connect said generators in series through said conductors, an indicator connected with each of said generators, and an auxiliary indicator connected with each of said generators, said auxiliary indicators requiring more current to operate the same than is required to opcrate the other indicators, substantially as described.

i. In a railway signal system, the combination with two conductors suitably insulated, a railway-vehicle, two electric generators on said vehicle, connections from each of said generators to said conductors arranged to connect said generators in series through said conductors, an indicator connected with each of said generators, and a circuit-breaker for cutting out one of said generators, substantially as described.

5. In a railway signal system, the combination with two conductors suitably insulated, a railway-vehicle, two electric generators on said vehicle, connections from each of said generators to said conductors arranged to connect said generators in series through said conductors, an indicator connected with each of said generators, and.circuit-breakers for cutting out either of said generators, substantially as described.

IOO

IIO

6. In a railway signal system, a railway-y vehicle, two generators on said vehicle, conductors leading from each of said generators and arranged for connection with stationary conductors, an indicator in the conductors leading from each of said generators comprising an electromagnet and its armature, and a single spring connected to the armature of both magnets, substantially as described.

7. lA circuit-breaker comprising a movable member, two conducting-surfaces on said movable member insulated from each other, a non-conducting surface adjacent each conducting-surface and out of line with each other, brushes bearing on each of said conducting-surfaces out of the path of said nonconducting surface, and brushes bearing on said conducting-surfaces and in the path of' said non-conducting surfaces, substantially V9. In a railway signal system, a support for a conductor, a bracket, means securing said bracket to the railway-rail, insulating material between the support and bracket, and a water-guard above saidinsulating material, substantially as described.

l0. In a railway signal system, a bracket, means for securing said bracket to the'railway-rail, a support for a conductor provided with a stud passing .through said bracket, insulating material between said stud and bracket, and a water-guard above said insulating material, substantially as described.

11.y In a railway signal system, a conductor, a trolley for engaging said conductor, and means comprising a V-shaped recess anda stud for centering said trolley when it leaves the conductor, substantially as described.

12. In a railway signal system, a slide, a trolley carried bysaid slide, an inverted-V- shaped Arecess in said slide, and a pin projecting into said recess, substantially as described.

CHARLES L. RENREw.

' Witnesses:

R. A; BATES, YIRA L. FISH.. 

